Passing south-east, the stations planned were:[2] A bill to allow the project to go ahead was considered by the House of Commons Select committee in March 1893.

The construction of the City and South London Railway (C&SLR, part of today's Northern line) had given rise to a number of problems, such as building subsidence on top of brick-built station tunnels.

[2] In 1898, the Cricklewood, Kilburn and Victoria Railway Construction Syndicate was incorporated to promote a similar project to the failed ER&VR.

Although the bill to grant construction powers passed successfully through Parliament in 1899 as the North West London Railway Act 1899, there were difficulties raising the necessary funds.

In 1906, the NWLR reintroduced its Victoria extension along with a reduction in tunnel size to 11' 8¼", receiving royal assent in August as the North West London Railway Act 1906 (6 Edw.

The company was keen to extend further into north-west London and hoped to make use of the powers acquired by the (NWLR) to build the Edgware Road tube line.

Parliament rejected the proposed connection and the changes to the NWLR's route, and the company's permissions eventually expired without any construction work being carried out.

In 1905–08, the Australian-born engineer Elfric Wells Chalmers Kearney put forward a plan to build two tube lines from Crystal Palace to Strand and Cricklewood.

[8] By the 1920s the Metropolitan Railway (MR) had expanded its lines deep into the countryside of Buckinghamshire and Hertfordshire, successfully promoting its commuter services with the Metro-land advertising campaign.

A high volume of traffic was running through its lines into central London via Baker Street and a bottleneck had developed at Finchley Road where the fast and slow tracks converged into one pair.

In 1925, the MR drew up plans to construct a relief line by digging new twin-bore tube tunnels under the Edgware Road, large enough to accommodate Met rolling stock.

At a proposed junction north of Kilburn & Brondesbury station, Metropolitan trains would run down a tunnel into the extension line and run beneath Kilburn High Street, Maida Vale and Edgware Road; the line would then rise up to join the Inner Circle just to the west of Edgware Road Met station, and trains would continue to Baker Street.